Multi-aircraft cooperative guidance method and device and storage medium

Abstract

The invention discloses a multi-aircraft cooperative guidance method and device and a storage medium, and relates to the technical field of aircraft guidance control, and the multi-aircraft cooperative guidance method comprises the steps: obtaining the flight information of each aircraft in real time after each aircraft is detected to reach a preset planned position, and determining the flight information of each aircraft based on the flight information; and taking a pilot aircraft in the aircrafts as a benchmark, adding time synchronization constraint and azimuth angle synchronization constraint in the guidance laws of the aircrafts to obtain target guidance laws of the aircrafts, determining target control laws of time synchronization and azimuth angle synchronization, and performing multi-aircraft cooperative guidance. Based on the target guidance law and the target control law after time and azimuth constraint, the time and azimuth of each aircraft reaching the target can be constrained in the guidance process by taking the pilot aircraft as a reference, so that each aircraft can reach the target at the same time and azimuth, and the guidance efficiency is improved. Therefore, the cooperative capability of multiple aircrafts during cooperative guidance is improved.

Description

Technical Field

[0001] This application relates to the field of aircraft guidance and control technology, and in particular to multi-aircraft cooperative guidance methods, devices and storage media. Background Technology

[0002] Multi-aircraft cooperative guidance refers to a guidance method in which multiple aircraft reach a target together through information sharing and collaborative decision-making. Current cooperative guidance typically uses proportional guidance laws. However, because proportional guidance laws rely solely on line-of-sight angular velocity feedback for guidance, significant time and azimuth differences exist between the aircraft when they reach the target during multi-aircraft cooperative guidance, resulting in poor coordination capabilities. Summary of the Invention

[0003] The main objective of this application is to provide a multi-aircraft cooperative guidance method, device, and storage medium, aiming to solve the technical problem of poor cooperative capability in multi-aircraft cooperative guidance.

[0004] To achieve the above objectives, this application proposes a multi-vehicle cooperative guidance method, the method comprising: After detecting that each aircraft has reached the preset planned position, the flight information of each aircraft is acquired in real time; Based on the flight information, taking the lead aircraft in the aircraft as a reference, time synchronization constraints and azimuth angle synchronization constraints are added to the guidance law of the aircraft to obtain the target guidance law of each aircraft. Based on the flight information, the target guidance law, and the preset control parameters, the target control law for time synchronization and azimuth synchronization is determined with the lead aircraft in the aircraft as a reference. Based on the target control law and the target guidance law, the multi-vehicle cooperative guidance is performed.

[0005] In one embodiment, the flight information includes the flight speed information, flight angle information, and remaining flight distance to the target for each of the aircraft. The step of obtaining the target guidance law for each of the aircraft by adding time synchronization constraints and azimuth synchronization constraints to the guidance law of the aircraft based on the flight information and using the lead aircraft as a reference includes: Based on the flight speed information, the flight angle information, the remaining flight distance, the preset azimuth synchronization parameters, and the preset time synchronization parameters, the time constraint parameters of the target guidance law are calculated. Based on the flight angle information, the preset azimuth synchronization parameters, and the preset sign function, the azimuth constraint parameters of the target guidance law are calculated. Based on the time constraint parameters and the azimuth constraint parameters, and taking the lead aircraft in the aircraft as a reference, time constraints and azimuth constraints are added to the guidance law of the aircraft to obtain the target guidance law of each aircraft.

[0006] In one embodiment, the aircraft further includes multiple subordinate aircraft in addition to the lead aircraft, the flight angle information includes the plumb line angle and the aircraft tilt angle, and the step of calculating the time constraint parameters of the target guidance law based on the flight speed information, the flight angle information, the remaining flight distance, preset azimuth synchronization parameters, and preset time synchronization parameters includes: Based on the flight speed information, the plumb line angle, the aircraft tilt angle, the remaining flight distance, and the azimuth synchronization parameters, the remaining time for each aircraft to reach the target is calculated to obtain the leader remaining time of the leader aircraft and the subordinate remaining time of each subordinate aircraft. Calculate the difference between each subordinate remaining time and the leader remaining time to obtain multiple remaining time differences; Multiply each remaining time difference by the time synchronization parameter to obtain the time constraint parameter corresponding to each subordinate aircraft.

[0007] In one embodiment, the aircraft tilt angle includes the pilot tilt angle of the leader aircraft and the subordinate tilt angles of each of the subordinate aircraft. The step of calculating the azimuth constraint parameters of the target guidance law based on the flight angle information and preset azimuth synchronization parameters includes: Calculate the difference between the tilt angle of each subordinate aircraft and the tilt angle of the leader aircraft to obtain multiple aircraft tilt angle differences between each subordinate aircraft and the leader aircraft; The tilt angle difference of each of the aforementioned aircraft is input into the symbol function to obtain the target symbol parameters of the tilt angle of each of the aforementioned aircraft; Multiply the target symbol parameters, the azimuth synchronization parameters, and the tilt angle differences of each aircraft to obtain the azimuth constraint parameters corresponding to each subordinate aircraft.

[0008] In one embodiment, the flight information further includes the normal acceleration, azimuth angle, and angular velocity of each of the aircraft. The step of determining the target control law for time synchronization and azimuth angle synchronization based on the flight information and preset control parameters, using the lead aircraft among the aircraft as a reference, includes: Based on the flight information and the target guidance law, the normal acceleration command of each of the aircraft is determined, wherein the normal acceleration command will not be lower than a first acceleration threshold and will not be higher than a second acceleration threshold, and the first acceleration threshold is less than the second acceleration threshold. Based on the normal acceleration command, the normal acceleration, and the remaining time difference, calculate the time synchronization control parameters of the target control law; Based on the aircraft azimuth, the flight angular velocity, the preset angular velocity parameters, and the sign function, calculate the yaw angle synchronization control parameters and pitch angle synchronization control parameters of the target control law; Based on the time synchronization control parameters, yaw angle synchronization control parameters, pitch angle synchronization control parameters, the flight information, and the preset PID control parameters, the target control law for time synchronization and azimuth angle synchronization is determined.

[0009] In one embodiment, the step of calculating the time synchronization control parameters of the target control law based on the normal acceleration command, the normal acceleration, and the remaining time difference includes: Calculate the difference between the normal acceleration command and the normal acceleration to obtain the normal acceleration difference; If both the subordinate remaining time and the leader remaining time are greater than zero, then the remaining time difference is multiplied by the preset initial time parameter to obtain the remaining time parameter; The time synchronization control parameters are obtained by adding the normal acceleration difference and the remaining time parameter. If the subordinate remaining time and / or the leader remaining time are not greater than zero, then the normal acceleration difference is determined as the time synchronization control parameter.

[0010] In one embodiment, the aircraft azimuth angle includes the current azimuth angle and the desired azimuth angle, the flight angular velocity includes the yaw angular velocity and the pitch angular velocity, and the angular velocity parameters include the yaw angular velocity parameters and the pitch angular velocity parameters. The step of calculating the yaw angle synchronization control parameters and pitch angle synchronization control parameters of the target control law based on the aircraft azimuth angle, the flight angular velocity, the preset angular velocity parameters, and the sign function includes: Calculate the difference between the current azimuth angle and the desired azimuth angle to obtain the azimuth angle difference value; Based on the azimuth difference, the yaw rate parameter, the pitch rate parameter, the yaw rate, and the sign function, the yaw angle synchronization control parameters are calculated. Based on the azimuth difference, the yaw rate parameter, the pitch rate parameter, the pitch rate, and the sign function, the pitch angle synchronization control parameters are calculated.

[0011] In one embodiment, the flight information further includes yaw angle error and pitch angle error. The step of determining the target control law for time synchronization and azimuth synchronization based on the time synchronization control parameters, yaw angle synchronization control parameters, pitch angle synchronization control parameters, the flight information, and preset PID control parameters includes: Based on the time synchronization control parameters, yaw angle synchronization control parameters, yaw rudder deflection error, and PID control parameters, the yaw rudder deflection control law is determined. Based on the time synchronization control parameters, pitch angle synchronization control parameters, pitch deflection angle error, and PID control parameters, the pitch deflection control law is determined. The target control law is determined based on the yaw control law and the pitch control law.

[0012] In addition, to achieve the above objectives, this application also proposes a multi-vehicle cooperative guidance device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the multi-vehicle cooperative guidance method as described above.

[0013] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the multi-aircraft cooperative guidance method described above.

[0014] One or more technical solutions proposed in this application have at least the following technical effects: After detecting that each aircraft has reached the preset planned position, this application acquires the flight information of each aircraft in real time. Based on the flight information, taking the lead aircraft among the aircraft as a reference, time synchronization constraints and azimuth synchronization constraints are added to the guidance law of the aircraft to obtain the target guidance law of each aircraft. Based on the flight information and preset control parameters, taking the lead aircraft among the aircraft as a reference, the target control law of time synchronization and azimuth synchronization is determined. Based on the target control law and the target guidance law, the multi-aircraft cooperative guidance is performed.

[0015] The proportional guidance law, relying solely on line-of-sight angular velocity feedback for guidance, results in significant time and azimuth differences when multiple aircraft reach the target during coordinated guidance, leading to poor coordination capabilities. This application addresses this issue by acquiring real-time flight information from each aircraft and adding time and azimuth synchronization constraints to the guidance law. Since these constraints are based on real-time flight information and added with the lead aircraft as a reference, the target guidance law obtained in this application is based on the lead aircraft. Furthermore, based on flight information, the target guidance law, and preset control parameters, this application derives a target control law with determined time and azimuth synchronization, using the lead aircraft as a reference. Therefore, the target control law in this application is based on the lead aircraft for guidance control. Therefore, based on the target guidance law and target control law constrained by time and azimuth angle, this application can use the lead aircraft as a reference to constrain the time and azimuth angle of each aircraft to reach the target during the guidance process, so as to realize that each aircraft reaches the target at the same time and azimuth angle, thereby improving the coordination capability of multi-aircraft cooperative guidance. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating an embodiment of the multi-vehicle cooperative guidance method of this application. Figure 2 This is a schematic diagram of the first scenario provided for Embodiment 1 of the multi-vehicle cooperative guidance method of this application; Figure 3 This is a flowchart illustrating Embodiment 2 of the multi-vehicle cooperative guidance method of this application; Figure 4 This is a schematic diagram of the first scenario provided for Embodiment 2 of the multi-vehicle cooperative guidance method of this application; Figure 5 This is a schematic diagram of the second scenario provided in Embodiment 2 of the multi-vehicle cooperative guidance method of this application; Figure 6 This is a schematic diagram of the third scenario provided in Embodiment 2 of the multi-vehicle cooperative guidance method of this application; Figure 7This is a schematic diagram of the fourth scenario provided in Embodiment 2 of the multi-vehicle cooperative guidance method of this application; Figure 8 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the multi-vehicle cooperative guidance method in the embodiments of this application; Figure 9 This is a schematic diagram illustrating the data acquisition consent process involved in the multi-vehicle cooperative guidance method in this application embodiment.

[0019] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0020] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0021] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0022] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or multi-aircraft cooperative guidance device capable of performing the above functions. The following description uses a multi-aircraft cooperative guidance device as an example to illustrate this embodiment and the subsequent embodiments.

[0023] Multi-aircraft cooperative guidance refers to a guidance method in which multiple aircraft reach a target together through information sharing and collaborative decision-making. Current cooperative guidance typically uses proportional guidance laws. However, because proportional guidance laws rely solely on line-of-sight angular velocity feedback for guidance, significant time and azimuth differences exist between the aircraft when they reach the target during multi-aircraft cooperative guidance, resulting in poor coordination capabilities.

[0024] In addition, cooperative guidance methods include optimal guidance laws and predictive guidance. Optimal guidance laws are designed based on optimal control theory and theoretically can achieve optimal performance; however, this method suffers from computational complexity, model dependence, and poor robustness. Predictive guidance methods are designed based on predictive control theory and can handle issues such as time delay and constraints, but predictive guidance suffers from inaccurate motion prediction, large online optimization computational load, and long optimization solution time.

[0025] Based on this, the embodiments of this application provide a multi-vehicle cooperative guidance method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the multi-vehicle cooperative guidance method of this application.

[0026] In this embodiment, the multi-vehicle cooperative guidance method includes steps S10 to S40: Step S10: After detecting that each aircraft has reached the preset planned position, the flight information of each aircraft is acquired in real time; It should be noted that multiple high-speed aircraft participating in a coordinated attack mission need to achieve coordination in terms of time and azimuth. In this embodiment, the aircraft can be missiles or drones. The preset planned position is a spatial coordinate point pre-set during the mission planning phase, serving as the starting trigger point for the aircraft to transition from the level flight phase to the downward suppression guidance phase. Flight information refers to the data of the aircraft during flight, including motion state parameters such as current horizontal position, altitude, speed, and trajectory tilt angle.

[0027] Understandably, due to differences in the initial positions and flight paths of each aircraft, activating the cooperative algorithm at any given time would lead to inconsistencies in the ballistic phases of each aircraft, making unified coordination difficult. This embodiment uses a preset planned position as the trigger condition, ensuring that all aircraft must first enter the same planned area before initiating the cooperative control logic. This avoids the accumulation of control deviations caused by asynchronous entry into the cooperative phase. Simultaneously, real-time flight information ensures the real-time nature of the data used for cooperative guidance, enabling subsequent high-precision and real-time multi-aircraft cooperative guidance.

[0028] Step S20: Based on the flight information, taking the lead aircraft in the aircraft as a reference, add time synchronization constraints and azimuth synchronization constraints to the guidance law of the aircraft to obtain the target guidance law of each aircraft. It should be noted that the lead aircraft (main missile) is the designated reference aircraft in a multi-aircraft cooperative system, and its motion serves as a reference target for other aircraft (slave missiles). The guidance law is a mathematical algorithm that controls the aircraft to fly toward the target, and its output is usually an acceleration command used to guide the aircraft to correct its trajectory.

[0029] The formula for the basic guidance law in this embodiment is:

[0030] in, For drag acceleration command, This is a lateral acceleration command. This is a normal acceleration command. For the gain of the proportionality guide law, and This is the speed at which the missile approaches the target. This represents the velocity of the aircraft itself relative to the target, while Then it means unit vector, This is the transformation matrix from the projectile to the geographic coordinate system. It is the acceleration due to gravity. It is a matrix containing the aircraft's roll rate, yaw rate, and pitch rate.

[0031] and The expression is:

[0032] in, It is the acceleration due to gravity. , and These represent the roll rate, yaw rate, and pitch rate, respectively.

[0033] It should also be noted that, in this embodiment, adding a time synchronization constraint means introducing a correction term related to the consistency of arrival time into the original guidance law, so that the remaining flight time of each follower missile approaches the remaining time of the leader missile, thereby achieving simultaneous arrival. Adding an azimuth synchronization constraint means introducing a correction term related to the consistency of attack angle into the guidance law, so that the velocity vector direction of each missile when hitting the target is consistent with that of the leader missile, satisfying the requirement of same azimuth angle strike. The target guidance law is a new type of guidance law obtained after the above double constraint correction, which not only ensures that the missile can hit the target, but also forces the satisfaction of the coordination conditions of time and azimuth angle.

[0034] It is understandable that, based on the flight information of each aircraft already obtained, this embodiment constructs a target guidance law with cooperative capabilities by introducing time synchronization constraints and azimuth synchronization constraints into the original guidance law, using the lead aircraft as a reference.

[0035] Because the initial positions, velocities, and ballistic trajectories of each aircraft differ, directly applying traditional guidance laws would result in varying arrival times and attack angles at the target, making coordinated strikes difficult.

[0036] This embodiment adds constraints to the guidance law, making it respond not only to traditional guidance variables but also to constraints related to cooperation. This allows other subordinate aircraft to gradually eliminate differences in time and space with the lead aircraft, thereby achieving consistency in time and azimuth when the aircraft reach the target during multi-aircraft cooperative guidance.

[0037] In one feasible implementation, the flight information includes the flight speed information, flight angle information, and remaining flight distance to the target for each of the aircraft. The specific implementation of adding time synchronization constraints and azimuth synchronization constraints to the guidance laws of each aircraft based on the flight information and using the lead aircraft as a reference to obtain the target guidance laws for each aircraft can also be: Based on the flight speed information, the flight angle information, the remaining flight distance, the preset azimuth synchronization parameters, and the preset time synchronization parameters, the time constraint parameters of the target guidance law are calculated. Based on the flight angle information, the preset azimuth synchronization parameters, and the preset sign function, the azimuth constraint parameters of the target guidance law are calculated. Based on the time constraint parameters and the azimuth constraint parameters, taking the lead aircraft in the aircraft as a reference, time constraints and azimuth constraints are added to the guidance law of the aircraft to obtain the target guidance law of each aircraft.

[0038] It should be noted that the preset azimuth synchronization parameter is a pre-set control gain coefficient used to adjust the strength of the azimuth constraint term in the guidance law. The preset time synchronization parameter is a pre-set time control gain coefficient used to adjust the degree of influence of the time constraint term on the acceleration command.

[0039] The time constraint parameter is an intermediate variable calculated from the data, representing the magnitude of the correction term in the guidance law used to achieve simultaneous arrival. The azimuth constraint parameter is another intermediate variable calculated from the data, representing the magnitude of the correction term in the guidance law used to achieve a hit at the same azimuth angle. The sign function is a mathematical function that outputs +1, 0, or -1, indicating the sign of the input quantity. Here, it is used to determine the direction of the deviation between the aircraft's current trajectory inclination angle and the desired azimuth angle, thereby determining the direction of the azimuth correction term.

[0040] Understandably, due to the different initial conditions of each aircraft, relying solely on traditional guidance laws would result in significant differences in target arrival time and impact angle. This implementation method, however, calculates time constraint parameters using flight speed, flight angle, and remaining flight distance. This allows the guidance law to dynamically adjust the aircraft's acceleration commands based on its current motion state, compensating for arrival time offsets caused by differences in initial position or speed. For example, an aircraft with a longer remaining flight distance but a slower speed will receive a larger time correction, prompting it to converge faster.

[0041] Furthermore, this embodiment calculates the azimuth constraint parameters by utilizing flight angle information, azimuth synchronization parameters, and sign functions, so that the guidance law can apply corresponding directional control based on the deviation direction between the current trajectory inclination angle and the desired direction, guiding the aircraft to actively adjust its pitch attitude in the terminal phase, so that the angle when it finally hits the target tends to be consistent.

[0042] Furthermore, in this embodiment, all subordinate aircraft use the flight state of the leader aircraft as a reference target, and both constraint parameters are calculated independently based on locally measurable information and preset parameters. Therefore, collaboration can be achieved without complex global optimization or real-time communication coordination, reducing the complexity of calculation.

[0043] In one feasible implementation, the aircraft further includes multiple subordinate aircraft in addition to the lead aircraft. The flight angle information includes the plumb line angle and the aircraft tilt angle. A further implementation of calculating the time constraint parameters of the target guidance law based on the flight speed information, the flight angle information, the remaining flight distance, preset azimuth synchronization parameters, and preset time synchronization parameters can also be: Based on the flight speed information, the plumb line angle, the aircraft tilt angle, the remaining flight distance, and the azimuth synchronization parameter, the remaining time for each aircraft to reach the target is calculated to obtain the leader remaining time of the leader aircraft and the subordinate remaining time of each subordinate aircraft. The difference between each subordinate remaining time and the leader remaining time is calculated to obtain multiple remaining time differences. Each remaining time difference is multiplied by the time synchronization parameter to obtain the time constraint parameter corresponding to each subordinate aircraft.

[0044] It should be noted that subordinate aircraft (follower missiles) refer to other aircraft in a coordinated formation besides the lead aircraft. The plumb line angle of impact is the angle between the aircraft's velocity vector and the horizontal plane when it hits the target; it describes the dive or elevation angle of the final attack. The aircraft tilt angle (ballistic tilt angle) is the angle between the aircraft's velocity vector and the horizontal plane at the current moment; it describes the aircraft's attitude in the longitudinal plane. In this implementation, the preset azimuth synchronization parameters and preset time synchronization parameters are pre-set gain coefficients.

[0045] It should also be noted that the leader's remaining time is the estimated time required for the leader aircraft to reach the target, calculated based on its current state. The subordinate remaining time is the estimated arrival time calculated independently by each subordinate aircraft based on its own state. The remaining time difference is the difference between the subordinate remaining time of a subordinate aircraft and the leader's remaining time of the leader aircraft, indicating whether the subordinate missile arrives earlier or later than the leader missile.

[0046] The formula for calculating the remaining time of each aircraft in this embodiment is as follows:

[0047] in, It is the angle of the plumb line. It is the trajectory angle. It is the current distance between the aircraft and the target, and That is the current speed of the aircraft. This refers to the azimuth synchronization parameter. To achieve simultaneous arrival, the remaining flight time of the lead missile (time_go_) is introduced here, and the remaining flight time of the other missiles is time_go_. i Therefore, in order for all missiles to strike the target simultaneously, the remaining flight time of each missile should be minimized. i Move closer to the remaining time for taking off.

[0048] It is understandable that this implementation method uses flight speed, aircraft tilt angle, remaining flight distance and azimuth angle synchronization parameters to calculate the remaining time of each aircraft, so that the time estimation not only considers the straight distance and speed, but also introduces the influence of flight path attitude and target landing angle, thus improving the accuracy of remaining time calculation.

[0049] Based on the above calculations, this embodiment uses the remaining time of the lead aircraft as a unified reference benchmark to calculate the remaining time difference between each subordinate aircraft and the lead aircraft. This difference reflects the arrival time offset of the subordinate aircraft relative to the lead aircraft. If the difference is positive, it indicates that the subordinate aircraft arrives later than the lead aircraft and needs to accelerate convergence; if it is negative, it indicates that it will arrive earlier and needs to appropriately extend its path or decelerate. Furthermore, this embodiment multiplies the time difference by a preset time synchronization parameter to obtain a time constraint parameter, making the correction amount proportional to the magnitude of the deviation. Moreover, the response intensity can be controlled by adjusting the time synchronization parameter to avoid over-adjustment or slow convergence.

[0050] Since the calculation of the time constraint parameters described above in this embodiment is completed independently on each slave aircraft, relying only on its own state and the information of the leader aircraft, no complex communication and calculation are required. Therefore, this embodiment, through the above-described time constraint method, can quickly apply constraints during aircraft flight, possessing high real-time performance and low computational complexity.

[0051] In one feasible implementation, the aircraft tilt angle includes the pilot tilt angle of the leader aircraft and the subordinate tilt angles of each of the subordinate aircraft. The step of calculating the azimuth constraint parameters of the target guidance law based on the flight angle information and preset azimuth synchronization parameters includes: The difference between the tilt angle of each subordinate aircraft and the tilt angle of the leader aircraft is calculated to obtain multiple tilt angle differences between each subordinate aircraft and the leader aircraft. The tilt angle differences of each aircraft are input into the sign function to obtain the target sign parameter of each aircraft tilt angle. The target sign parameter, the azimuth synchronization parameter and the tilt angle differences of each aircraft are multiplied to obtain the azimuth constraint parameter corresponding to each subordinate aircraft.

[0052] It should be noted that the leader aircraft tilt angle is the angle between the leader aircraft's current velocity vector and the horizontal plane (i.e., the trajectory tilt angle). The slave aircraft tilt angle is the angle between the current velocity vector direction of each slave aircraft and the horizontal plane. The aircraft tilt angle difference is the numerical difference between the slave aircraft tilt angle of a slave aircraft and the leader aircraft tilt angle of the leader aircraft, representing the angular deviation of the slave aircraft relative to the leader aircraft at the current moment. The target sign parameter is the output result of the sign function for the aircraft tilt angle difference, used to determine the direction of action of the azimuth constraint term.

[0053] It should also be noted that, in this embodiment, after calculating the time constraint parameters and azimuth constraint parameters, the formula for the target guidance law is as follows:

[0054] These are time synchronization parameters, and It is the desired azimuth angle, as for Then it means the first i The azimuth angle of the aircraft It is the difference in the trajectory inclination angle between the i-th slave aircraft and the leader aircraft.

[0055] It is understandable that when multiple aircraft fly independently, their trajectory inclination angles may differ. Without coordination, this can lead to inconsistent attack angles upon hitting the target, affecting the strike effect or damage coverage. This implementation method directly compares the current inclination angles of the subordinate and lead aircraft to obtain the angular deviation between them. This difference is input into a sign function to obtain target sign parameters, thus extracting the directional characteristics of the deviation. For example, if the current inclination angle of the subordinate aircraft is greater than that of the lead aircraft, it indicates a steeper dive, requiring an elevation; conversely, a further downward dive is needed. The target sign parameters, preset azimuth synchronization parameters, and the original aircraft inclination angle difference are multiplied to generate the final azimuth constraint parameters. The azimuth synchronization parameters adjust the correction intensity, preventing overly aggressive control due to excessive deviation.

[0056] Furthermore, since the above process in this embodiment is entirely based on the measurable angle information of each aircraft, only the above parameters need to be optimized, transforming the complex multi-aircraft cooperative guidance problem into an efficient parameter optimization problem. This significantly reduces computational complexity, improves the convergence speed and real-time performance of the algorithm, and meets the stringent real-time requirements of modern guidance systems.

[0057] Step S30: Based on the flight information, the target guidance law, and the preset control parameters, and taking the lead aircraft in the aircraft as a reference, determine the target control law for time synchronization and azimuth synchronization. It should be noted that the preset control parameters refer to the parameters pre-set by the system to adjust the control response characteristics. The target control law is a control method obtained by further processing the flight information and preset control parameters to achieve the target control law. Its output is an acceleration command or rudder deflection command that can be directly used for aircraft control surfaces.

[0058] Understandably, after determining the target control law and obtaining the required acceleration for each aircraft, it is necessary to control each subordinate aircraft. Therefore, in order to further improve the accuracy of time error and strike accuracy, this embodiment designs the aircraft control law based on flight information, the target guidance law, and preset control parameters, so that when the aircraft is controlled through the target control law, time synchronization and azimuth synchronization of each aircraft upon arrival can be achieved.

[0059] Step S40: Based on the target control law and the target guidance law, perform multi-vehicle cooperative guidance.

[0060] It should be noted that the overall process for multi-vehicle cooperative guidance in this embodiment can be referred to Figure 2 .

[0061] Understandably, the target guidance law incorporates time synchronization and azimuth synchronization constraints, and uses the lead aircraft as a benchmark to ensure that each subordinate aircraft theoretically possesses the ability to converge towards a target with unified time and angle. Furthermore, the target control law is designed based on the target guidance law to further improve time error accuracy and strike accuracy. Therefore, during the cooperative guidance execution process in this embodiment, each aircraft continuously calculates the acceleration command required by the target guidance law based on real-time acquired flight information, and determines the corresponding control command based on the acceleration command through the target control law. This dual correction by the target guidance law and the target control law enhances the accuracy of time synchronization and azimuth synchronization during multi-aircraft cooperative guidance.

[0062] In summary, this embodiment, after detecting that each aircraft has reached the preset planned position, acquires the flight information of each aircraft in real time. Based on the flight information, taking the lead aircraft among the aircraft as a reference, adds time synchronization constraints and azimuth synchronization constraints to the guidance law of the aircraft to obtain the target guidance law of each aircraft. Based on the flight information and preset control parameters, taking the lead aircraft among the aircraft as a reference, determines the target control law for time synchronization and azimuth synchronization. Based on the target control law and the target guidance law, the multi-aircraft cooperative guidance is performed.

[0063] The proportional guidance law, relying solely on line-of-sight angular velocity feedback for guidance, results in significant time and azimuth differences when multiple aircraft reach the target during coordinated guidance, leading to poor coordination capabilities. This embodiment addresses this issue by acquiring real-time flight information from each aircraft and adding time and azimuth synchronization constraints to the guidance law. Since these constraints are based on real-time flight information and added with the lead aircraft as a reference, the target guidance law obtained in this embodiment is based on the lead aircraft. Furthermore, based on flight information, the target guidance law, and preset control parameters, this embodiment also derives a target control law that determines time and azimuth synchronization, using the lead aircraft as a reference. Therefore, the target control rate of this application is based on the lead aircraft for guidance control. Therefore, based on the target guidance law and target control law constrained by time and azimuth angle, this embodiment can use the lead aircraft as a reference to constrain the time and azimuth angle of each aircraft to reach the target during the guidance process, so as to realize that each aircraft reaches the target at the same time and azimuth angle, thereby improving the coordination capability of multi-aircraft cooperative guidance.

[0064] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 The flight information also includes the normal acceleration, azimuth angle, and angular velocity of each of the aircraft. Step S30 of the multi-aircraft cooperative guidance method further includes steps S31 to S34: Step S31: Based on the flight information and the target guidance law, determine the normal acceleration command for each of the aircraft, wherein the normal acceleration command will not be lower than a first acceleration threshold and will not be higher than a second acceleration threshold, and the first acceleration threshold is less than the second acceleration threshold. It should be noted that normal acceleration is the acceleration component of an aircraft in the direction perpendicular to its velocity vector. The normal acceleration command is the expected normal acceleration value generated by the aircraft, calculated by the target guidance law. The first acceleration threshold is a set lower limit for normal acceleration to prevent the command from being too small, resulting in ineffective control or slow response. The second acceleration threshold is a set upper limit for normal acceleration to prevent the command from being too large, exceeding the aircraft's dynamic capabilities or structural strength limitations.

[0065] It should also be noted that the formula for limiting the normal acceleration command in this embodiment is:

[0066] in, It is a normal acceleration command, and and These are the minimum and maximum values ​​of the normal acceleration command, respectively.

[0067] It is understandable that the acceleration command obtained from the target guidance law may exhibit extreme values ​​due to large initial deviations, excessively high gains, or environmental disturbances. Direct execution of such commands could lead to saturation of the aircraft's control surfaces, structural overload, or instability. This embodiment, by setting a first acceleration threshold and a second acceleration threshold, limits the calculated normal acceleration command, ensuring that it remains within a safe range for the aircraft and thus improving the stability of the aircraft's control.

[0068] Step S32: Calculate the time synchronization control parameters of the target control law based on the normal acceleration command, the normal acceleration, and the remaining time difference; It is understood that this embodiment calculates the time synchronization control parameters in the target control law by utilizing the normal acceleration command, the actual normal acceleration, and the remaining time difference. This enables the parameters to be dynamically adjusted according to the current control tracking capability and time deviation of the aircraft, thereby improving the accuracy and stability of time coordination and realizing adaptive and robust real-time adjustment of the arrival time of multiple aircraft.

[0069] In one feasible implementation, the step of calculating the time synchronization control parameters of the target control law based on the normal acceleration command, the normal acceleration, and the remaining time difference includes: The difference between the normal acceleration command and the normal acceleration is calculated to obtain the normal acceleration difference. If both the subordinate remaining time and the leader remaining time are greater than zero, the remaining time difference is multiplied by a preset initial time parameter to obtain the remaining time parameter. The normal acceleration difference and the remaining time parameter are added to obtain the time synchronization control parameter. If the subordinate remaining time and / or the leader remaining time are not greater than zero, the normal acceleration difference is determined to be the time synchronization control parameter.

[0070] It should be noted that the normal acceleration difference is the difference between the normal acceleration command and the actual normal acceleration, reflecting the current control error of the aircraft in response to the guidance command.

[0071] It should also be noted that the formula for calculating the normal acceleration error in this embodiment is:

[0072] in, This refers to the aircraft's normal acceleration. The formula for calculating the time synchronization control parameters in this embodiment is:

[0073] in, For the initial time parameter, These are time synchronization control parameters.

[0074] Understandably, this implementation method dynamically generates time synchronization control parameters by calculating the normal acceleration difference and combining it with the remaining time condition. During flight, the product of the remaining time difference and the initial time parameter is used to enhance time correction. When approaching or exceeding the target, adjustments are made solely based on the acceleration tracking error. This achieves phased and precise control of the multi-aircraft time coordination process, improving the stability and reliability of the system in terminal guidance.

[0075] Step S33: Based on the aircraft azimuth angle, the flight angular velocity, the preset angular velocity parameters and the sign function, calculate the yaw angle synchronization control parameters and pitch angle synchronization control parameters of the target control law; It should be noted that the preset angular velocity parameter is a pre-set gain coefficient used to adjust the weight of the angular velocity term in the control parameters, controlling the intensity of yaw and pitch corrections. The yaw angle synchronization control parameter is used in the target control law to adjust the aircraft's horizontal turning behavior, affecting its heading alignment capability and enabling azimuth coordination among multiple aircraft in the horizontal plane. The pitch angle synchronization control parameter is used in the target control law to adjust the aircraft's pitch behavior in the vertical plane, affecting its trajectory tilt angle change, and is used for time synchronization and landing angle consistency control.

[0076] Understandably, existing cooperative guidance methods mostly focus on velocity vector or line-of-sight direction control, lacking effective utilization of aircraft attitude dynamics, resulting in lag or incoordination in yaw and pitch coordination responses. This implementation introduces aircraft azimuth angle, flight angular velocity, preset angular velocity parameters, and sign functions to calculate yaw angle synchronization control parameters and pitch angle synchronization control parameters respectively. This allows the control law to dynamically adjust the control intensity according to the aircraft's current heading deviation trend and attitude change rate, achieving refined control of the synchronized maneuverability of multiple aircraft in the horizontal and vertical planes, and improving the control accuracy of heading alignment and attitude consistency during cooperative operations.

[0077] In one feasible implementation, the aircraft azimuth angle includes the current azimuth angle and the desired azimuth angle, the flight angular velocity includes the yaw angular velocity and the pitch angular velocity, and the angular velocity parameters include the yaw angular velocity parameters and the pitch angular velocity parameters. A further specific implementation of calculating the yaw angle synchronization control parameters and pitch angle synchronization control parameters of the target control law based on the aircraft azimuth angle, the flight angular velocity, the preset angular velocity parameters, and the sign function can also be: Calculate the difference between the current azimuth angle and the desired azimuth angle to obtain the azimuth angle difference value. Based on the azimuth angle difference value, the yaw rate parameter, the pitch rate parameter, the yaw rate, and the sign function, calculate the yaw angle synchronization control parameter. Based on the azimuth angle difference value, the yaw rate parameter, the pitch rate parameter, the pitch rate, and the sign function, calculate the pitch angle synchronization control parameter.

[0078] It should be noted that the current azimuth angle is the angle between the projection direction of the subordinate aircraft's current velocity vector onto the horizontal plane and the reference direction, reflecting its actual heading. The desired azimuth angle is the target heading that the subordinate aircraft should approach, usually based on the current azimuth angle of the leader aircraft, and is the target value for achieving heading coordination. Yaw rate is the angular velocity of the aircraft rotating about the vertical axis (z-axis), and pitch rate is the angular velocity of the aircraft rotating about the lateral axis (y-axis). The yaw rate parameter is a preset gain coefficient used to adjust the weight of the yaw rate term in the yaw angle synchronization control parameters. The pitch rate parameter is a preset gain coefficient used to adjust the weight of the pitch rate term in the pitch angle synchronization control parameters.

[0079] It should also be noted that the calculation formulas for the yaw angle synchronization control parameters and pitch angle synchronization control parameters in this embodiment are as follows:

[0080] in, and These are the pitch rate and yaw rate parameters, respectively. These are pitch angle synchronization control parameters. These are the yaw angle synchronization control parameters.

[0081] It is understood that this implementation method obtains the azimuth difference value by calculating the difference between the current azimuth angle and the desired azimuth angle, and combines the yaw rate, pitch rate and corresponding angular velocity parameters and sign function to generate yaw rate synchronization control parameters and pitch rate synchronization control parameters respectively. This enables the control law to not only respond to heading deviation, but also to sense the attitude change trend and make corresponding adjustments, thereby realizing dynamic coordinated control of the horizontal and vertical maneuvering behavior of the aircraft and improving the response speed and stability of heading alignment and attitude consistency of multiple aircraft in complex flight conditions.

[0082] Specifically, in the yaw channel, the azimuth difference reflects the magnitude of the heading deviation, while the yaw rate reflects the aircraft's current turning trend. If the aircraft is turning rapidly to the right and the deviation is still positive, it indicates that it has begun to respond but needs to be moderately suppressed to prevent overshoot. By multiplying the yaw rate by the yaw rate parameter to form a damping term proportional to the turning rate, and combining it with a sign function to ensure that its direction of action is always opposite to the deviation change trend, high-frequency oscillations are effectively suppressed, improving the smoothness of heading control. In the pitch channel, the azimuth difference is still added as a coordination term, thus considering the overall heading alignment requirement in pitch control and avoiding heading deviation caused by pitch adjustment. Therefore, this implementation, through the above calculations, enables the target control law to dynamically respond to the aircraft's attitude, significantly improving the coordination accuracy and robustness of multiple aircraft during maneuvers.

[0083] Step S34: Based on the time synchronization control parameters, yaw angle synchronization control parameters, pitch angle synchronization control parameters, the flight information, and the preset PID control parameters, determine the target control law for time synchronization and azimuth angle synchronization.

[0084] It should be noted that the preset PID control parameters—the pre-set proportional (P), integral (I), and derivative (D) gain coefficients—are used to construct a classic feedback control structure, enabling weighted fusion and dynamic adjustment of multi-source input signals. The target control law is the final generated control command generation rule that can be directly used for the aircraft's actuators. Its output is a normal acceleration command or a rudder deflection angle command, ensuring that the aircraft hits the target while meeting time synchronization and azimuth synchronization requirements.

[0085] It is understood that this embodiment introduces preset PID control parameters, and weights and fuses time synchronization control parameters, yaw angle synchronization control parameters, pitch angle synchronization control parameters and flight information to construct a unified target control law. This enables the system to comprehensively respond to time deviation, heading deviation and attitude dynamics, thereby achieving precise control of the cooperative behavior of multiple aircraft and improving the accuracy of cooperative guidance control.

[0086] In one feasible implementation, the flight information further includes yaw angle error and pitch angle error, and the step of determining the target control law for time synchronization and azimuth synchronization based on the time synchronization control parameters, yaw angle synchronization control parameters, pitch angle synchronization control parameters, the flight information, and preset PID control parameters includes: Based on the time synchronization control parameters, yaw angle synchronization control parameters, yaw deflection error, and PID control parameters, a yaw deflection control law is determined; based on the time synchronization control parameters, pitch angle synchronization control parameters, pitch deflection error, and PID control parameters, a pitch deflection control law is determined; and based on the yaw deflection control law and the pitch deflection control law, the target control law is determined.

[0087] It should be noted that yaw angle error is the difference between the current actual yaw angle and the desired yaw angle, reflecting the aircraft's deviation in horizontal steering control. Pitch angle error is the difference between the current actual pitch angle and the desired pitch angle, reflecting the aircraft's deviation in vertical attitude control.

[0088] It should also be noted that the final control law obtained in this embodiment is:

[0089] in, and It refers to the yaw and pitch rudder deflection, and and These are the yaw and pitch rudder deflection errors, respectively. , and These are the PID control parameters required for the yaw rudder deflection control law. , and These are the PID control parameters required for the pitch and yaw control law.

[0090] It is understandable that the yaw angle error reflects the deviation between the actual state and the desired state of the control surface. Using it as input to a PID controller allows for dynamic correction of control commands. This embodiment uses a proportional term to respond instantly based on the current error magnitude, an integral term to eliminate steady-state deviations caused by friction or aerodynamic nonlinearity, and a derivative term to suppress oscillations during rapid control surface movements. Furthermore, this embodiment incorporates time synchronization control parameters and yaw angle synchronization control parameters, enabling yaw control to also be used for coordinated control of time and azimuth angles.

[0091] Therefore, through the above steps, this embodiment significantly improves the robustness of multi-vehicle systems to control surface response uncertainties and external disturbances in actual flight, and enhances the control accuracy and robustness of multi-vehicle cooperative control.

[0092] In one embodiment, six high-speed aircraft are deployed to attack a target ship located at longitude 15°, latitude 35.7°, altitude 10m, and moving at a speed of 10m / s. The initial conditions for the six aircraft are as follows: Initial conditions

[0093] The values ​​for the coordinated guidance control parameters are as follows: guidance ratio ,and , , , , , , , , , and .

[0094] The positions of each flight segment of the aircraft are as follows: Flight segment location information

[0095] Numerical simulation results are as follows Figures 4 to 7 As shown, where, Figure 4 It is a multi-aircraft departure diagram. Figure 5 It is a multi-aircraft downforce diagram. Figure 6 This is a diagram showing the results of a multi-aircraft attack. Figure 7 This is a data chart showing the results of a multi-aircraft strike.

[0096] The miss distances of the six aircraft were controlled within an acceptable range, and the landing time difference and azimuth deviation between the aircraft were also within a suitable range. It can be seen that the present invention can coordinate the relationship between attack time constraints and azimuth constraints, guide multiple aircraft to hit the target simultaneously at a specific landing angle, and the resulting acceleration command changes are relatively smooth, demonstrating a certain degree of engineering feasibility.

[0097] In summary, this embodiment determines the normal acceleration command for each aircraft based on the flight information and the target guidance law. The normal acceleration command is not lower than a first acceleration threshold and not higher than a second acceleration threshold, where the first acceleration threshold is less than the second acceleration threshold. Based on the normal acceleration command, the normal acceleration, and the remaining time difference, the time synchronization control parameters of the target control law are calculated. Based on the aircraft azimuth angle, the flight angular velocity, preset angular velocity parameters, and the sign function, the yaw angle synchronization control parameters and pitch angle synchronization control parameters of the target control law are calculated. Based on the time synchronization control parameters, yaw angle synchronization control parameters, pitch angle synchronization control parameters, the flight information, and preset PID control parameters, the target control law with time synchronization and azimuth angle synchronization is determined.

[0098] This embodiment introduces a normal acceleration limiting mechanism to ensure that the acceleration command output by the guidance law is within the aircraft's executable range, avoiding control surface saturation or structural overload due to command exceeding limits. Utilizing the difference between the normal acceleration command and the actual acceleration, as well as the remaining time difference, time synchronization control parameters are dynamically calculated, enabling the system to coordinately adjust the response intensity based on current control capabilities and time deviations. Furthermore, this embodiment combines dynamic information such as the aircraft's azimuth and angular velocity to generate synchronization control parameters for yaw and pitch directions, achieving adjustments to horizontal and vertical maneuvering behavior. By integrating all coordinated parameters, flight information, and PID control parameters, a complete target control law is constructed, improving the coordination accuracy of multiple aircraft in time and azimuth, while also enhancing the robustness and engineering feasibility of the control system.

[0099] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the multi-vehicle cooperative guidance method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0100] This application provides a multi-vehicle cooperative guidance device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the multi-vehicle cooperative guidance method in the above embodiment 1.

[0101] The following is for reference. Figure 8 The diagram illustrates a structural schematic suitable for implementing the multi-aircraft cooperative guidance device in the embodiments of this application. The multi-aircraft cooperative guidance device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, tablets, laptops, digital broadcast receivers, PDAs (Personal Digital Assistants), PMPs (Portable Media Players), vehicle terminals (e.g., vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 8 The multi-aircraft cooperative guidance device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0102] like Figure 8As shown, the multi-aircraft cooperative guidance device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the multi-aircraft cooperative guidance device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the multi-aircraft cooperative guidance equipment to communicate wirelessly or wiredly with other devices to exchange data. Although a multi-aircraft cooperative guidance equipment with various systems is shown in the figure, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0103] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0104] The multi-vehicle cooperative guidance device provided in this application, employing the multi-vehicle cooperative guidance method described in the above embodiments, can solve the technical problem of poor cooperative capability during multi-vehicle cooperative guidance. Compared with the prior art, the beneficial effects of the multi-vehicle cooperative guidance device provided in this application are the same as those of the multi-vehicle cooperative guidance method provided in the above embodiments, and other technical features of this multi-vehicle cooperative guidance device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0105] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0106] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0107] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the multi-aircraft cooperative guidance method described in the above embodiments.

[0108] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0109] The aforementioned computer-readable storage medium may be included in a multi-vehicle cooperative guidance system; or it may exist independently and not be assembled into a multi-vehicle cooperative guidance system.

[0110] The aforementioned computer-readable storage medium carries one or more programs, which, when executed by the multi-vehicle cooperative guidance device, cause the multi-vehicle cooperative guidance device to execute the aforementioned multi-vehicle cooperative guidance method.

[0111] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0112] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0113] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0114] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., computer programs) for executing the above-described multi-aircraft cooperative guidance method, thereby solving the technical problem of poor cooperative capability in multi-aircraft cooperative guidance. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the multi-aircraft cooperative guidance method provided in the above embodiments, and will not be repeated here.

[0115] All user-related data involved in this application was obtained with the user's permission or consent, as per [reference]. Figure 9 In other words, when this application is applied to a specific product or technology, user permission is required to acquire and process the relevant data, and the processing of the relevant data must comply with the relevant laws, regulations and regulatory standards of the relevant countries and regions.

[0116] The above description is only a part of the embodiments of this application and does not limit the scope of protection of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A multi-vehicle cooperative guidance method, characterized in that, The method includes: After detecting that each aircraft has reached the preset planned position, the flight information of each aircraft is acquired in real time; Based on the flight information, taking the lead aircraft in the aircraft as a reference, time synchronization constraints and azimuth angle synchronization constraints are added to the guidance law of the aircraft to obtain the target guidance law of each aircraft. Based on the flight information, the target guidance law, and the preset control parameters, the target control law for time synchronization and azimuth synchronization is determined with the lead aircraft in the aircraft as a reference. Based on the target control law and the target guidance law, the multi-vehicle cooperative guidance is performed.

2. The method as described in claim 1, characterized in that, The flight information includes the flight speed information, flight angle information, and remaining flight distance to the target for each of the aircraft. The step of obtaining the target guidance law for each aircraft by adding time synchronization constraints and azimuth synchronization constraints to the guidance law of the aircraft based on the flight information and using the lead aircraft as a reference includes: Based on the flight speed information, the flight angle information, the remaining flight distance, the preset azimuth synchronization parameters, and the preset time synchronization parameters, the time constraint parameters of the target guidance law are calculated. Based on the flight angle information, the preset azimuth synchronization parameters, and the preset sign function, the azimuth constraint parameters of the target guidance law are calculated. Based on the time constraint parameters and the azimuth constraint parameters, and taking the lead aircraft in the aircraft as a reference, time constraints and azimuth constraints are added to the guidance law of the aircraft to obtain the target guidance law of each aircraft.

3. The method as described in claim 2, characterized in that, The aircraft also includes multiple subordinate aircraft in addition to the lead aircraft. The flight angle information includes the plumb line angle and the aircraft tilt angle. The step of calculating the time constraint parameters of the target guidance law based on the flight speed information, the flight angle information, the remaining flight distance, the preset azimuth synchronization parameters, and the preset time synchronization parameters includes: Based on the flight speed information, the plumb line angle, the aircraft tilt angle, the remaining flight distance, and the azimuth synchronization parameters, the remaining time for each aircraft to reach the target is calculated to obtain the leader remaining time of the leader aircraft and the subordinate remaining time of each subordinate aircraft. Calculate the difference between each subordinate remaining time and the leader remaining time to obtain multiple remaining time differences; Multiply each remaining time difference by the time synchronization parameter to obtain the time constraint parameter corresponding to each subordinate aircraft.

4. The method as described in claim 3, characterized in that, The aircraft tilt angle includes the pilot tilt angle of the leader aircraft and the tilt angles of each of the slave aircraft. The step of calculating the azimuth constraint parameters of the target guidance law based on the flight angle information and preset azimuth synchronization parameters includes: Calculate the difference between the tilt angle of each subordinate aircraft and the tilt angle of the leader aircraft to obtain multiple aircraft tilt angle differences between each subordinate aircraft and the leader aircraft; The tilt angle difference of each of the aforementioned aircraft is input into the symbol function to obtain the target symbol parameters of the tilt angle of each of the aforementioned aircraft; Multiply the target symbol parameters, the azimuth synchronization parameters, and the tilt angle differences of each aircraft to obtain the azimuth constraint parameters corresponding to each subordinate aircraft.

5. The method as described in claim 3, characterized in that, The flight information also includes the normal acceleration, azimuth angle, and angular velocity of each of the aircraft. The step of determining the target control law for time synchronization and azimuth angle synchronization based on the flight information and preset control parameters, using the lead aircraft as a reference, includes: Based on the flight information and the target guidance law, the normal acceleration command of each of the aircraft is determined, wherein the normal acceleration command will not be lower than a first acceleration threshold and will not be higher than a second acceleration threshold, and the first acceleration threshold is less than the second acceleration threshold. Based on the normal acceleration command, the normal acceleration, and the remaining time difference, calculate the time synchronization control parameters of the target control law; Based on the aircraft azimuth, the flight angular velocity, the preset angular velocity parameters, and the sign function, calculate the yaw angle synchronization control parameters and pitch angle synchronization control parameters of the target control law; Based on the time synchronization control parameters, yaw angle synchronization control parameters, pitch angle synchronization control parameters, the flight information, and the preset PID control parameters, the target control law for time synchronization and azimuth angle synchronization is determined.

6. The method as described in claim 5, characterized in that, The step of calculating the time synchronization control parameters of the target control law based on the normal acceleration command, the normal acceleration, and the remaining time difference includes: Calculate the difference between the normal acceleration command and the normal acceleration to obtain the normal acceleration difference; If both the subordinate remaining time and the leader remaining time are greater than zero, then the remaining time difference is multiplied by the preset initial time parameter to obtain the remaining time parameter; The time synchronization control parameters are obtained by adding the normal acceleration difference and the remaining time parameter. If the subordinate remaining time and / or the leader remaining time are not greater than zero, then the normal acceleration difference is determined as the time synchronization control parameter.

7. The method as described in claim 5, characterized in that, The aircraft azimuth angle includes the current azimuth angle and the desired azimuth angle; the flight angular velocity includes the yaw angular velocity and the pitch angular velocity; the angular velocity parameters include the yaw angular velocity parameters and the pitch angular velocity parameters; the step of calculating the yaw angle synchronization control parameters and the pitch angle synchronization control parameters of the target control law based on the aircraft azimuth angle, the flight angular velocity, the preset angular velocity parameters, and the sign function includes: Calculate the difference between the current azimuth angle and the desired azimuth angle to obtain the azimuth angle difference value; Based on the azimuth difference, the yaw rate parameter, the pitch rate parameter, the yaw rate, and the sign function, the yaw angle synchronization control parameters are calculated. The pitch angle synchronization control parameters are calculated based on the azimuth difference, the yaw rate parameter, the pitch rate parameter, the pitch rate, and the sign function.

8. The method as described in claim 7, characterized in that, The flight information also includes yaw angle error and pitch angle error. The step of determining the target control law for time synchronization and azimuth angle synchronization based on the time synchronization control parameters, yaw angle synchronization control parameters, pitch angle synchronization control parameters, the flight information, and preset PID control parameters includes: Based on the time synchronization control parameters, yaw angle synchronization control parameters, yaw rudder deflection error, and PID control parameters, the yaw rudder deflection control law is determined. Based on the time synchronization control parameters, pitch angle synchronization control parameters, pitch deflection angle error, and PID control parameters, the pitch deflection control law is determined. The target control law is determined based on the yaw control law and the pitch control law.

9. A multi-vehicle cooperative guidance device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the multi-vehicle cooperative guidance method as described in any one of claims 1 to 8.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the multi-vehicle cooperative guidance method as described in any one of claims 1 to 8.

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